Posts Tagged greenfield village
American Transportation History: Richart Wagon Shop
The Richart Wagon Shop is another example of Henry Ford’s interest in American transportation history. It was built in 1847 by Israel Biddle Richart in Macon, Michigan, and operated for over 50 years in the business of building, repairing, and painting wagons. In fall 1941, it was acquired for and moved to Greenfield Village.
We’ve just digitized a number of photographs of the building on its original site, including this image showing the distinctive lower and upper double doors still visible today—though notably missing a ramp to allow carriages access to the second floor.
To see all these digitized images of Richart Wagon Shop taken between 1931 and 1941, visit our collections website.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
20th century, 19th century, Michigan, horse drawn transport, Greenfield Village buildings, Greenfield Village, digital collections, by Ellice Engdahl
Luther Burbank’s Birthplace
Henry Ford greatly admired his friend Luther Burbank for his work as a naturalist and botanist—it’s no coincidence that the shovel buried in The Henry Ford’s cornerstone belonged to Burbank. Greenfield Village also holds a strong Burbank presence—his garden office was moved to the Village in 1928, and eight years later, his birthplace was added. As part of our ongoing project documenting the histories of Greenfield Village buildings, we’ve just digitized a number of images showing Luther Burbank’s birthplace on its original site in Lancaster, Massachusetts, including this photograph labeled “south end.”
To see more artifacts related to the famed developer of the Russet Burbank potato, still one of the world’s most popular varieties, visit our digital collections.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
by Ellice Engdahl, agriculture, Greenfield Village buildings, Greenfield Village, Luther Burbank, Henry Ford, digital collections
Just Added to Our Digital Collections: Rocks Village Toll House Materials
We continue to digitize materials documenting the histories of the many buildings in Greenfield Village. This week, it’s the turn of Rocks Village Toll House, previously known as East Haverhill Toll House. This building was originally located on the banks of the Merrimac River in Rocks Village, Massachusetts, connecting the towns of East Haverhill and West Newbury, and was acquired by Henry Ford because of his interest in American transportation history and related structures. The photograph shown here depicts the Toll House on its original site in 1928, the same year it was moved to Greenfield Village; the front of the Toll House is just barely visible beyond the building with three windows in the side. Visit our digital collections to view more materials related to the Rocks Village Toll House.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
roads and road trips, digital collections, by Ellice Engdahl, Greenfield Village buildings, Greenfield Village
Just Added to Our Digital Collections: Scotch Settlement School Images
For a few years starting at age seven, Henry Ford attended a one-room schoolhouse, the Scotch Settlement School, located on Warren Avenue in what was then Dearborn Township, Michigan. When he was developing Greenfield Village, Henry Ford acquired the school, relocated it to the Village, and opened it as a multi-grade classroom for the Edison Institute Schools in fall 1929. We’ve just digitized 75 images of the school on its original site, including this well-labeled image of the 1925 funeral of Mrs. Susie Chapman, wife of one of Henry Ford’s favorite teachers, John Chapman. (Chapman himself had died two decades earlier; his family home and another school at which he taught are also preserved in Greenfield Village.) Henry and Clara Ford appear at the far left. Visit our digital collections to view more images and artifacts related to the school.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
teachers and teaching, childhood, Greenfield Village buildings, Greenfield Village, Henry Ford, Michigan, school, by Ellice Engdahl, digital collections, Scotch Settlement School
Just Added to Our Digital Collections: Loranger Gristmill
Season two of The Henry Ford’s Innovation Nation is well under way, and we’re doing research within our collections and digitizing material related to some of the upcoming storylines. One we worked on this week involves the Loranger Gristmill and American inventor Oliver Evans. The Gristmill was built in 1832 in Monroe, Michigan, and ground wheat and corn for local farmers into the 20th century; it was moved to Greenfield Village in 1928. The conveyor system that moved grain around inside the building was developed by Evans in the 1700s—but this was not his only creation. In the early 1800s, he developed a dredging machine called the “Oructor Amphibolis,” shown here in an image from our collections, that was powered by a steam engine he also invented. Visit our collections website to browse more artifacts related to Evans and to Loranger Gristmill—and keep an eye out to see the gristmill in action on The Henry Ford's Innovation Nation.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
Michigan, digital collections, The Henry Ford's Innovation Nation, Greenfield Village buildings, Greenfield Village, by Ellice Engdahl
Part Two: Number 7 is On Track
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One of the key issues for the decision to begin the work on Number 7 was the availability of the skill sets and facilities required to accomplish a high quality restoration. This was a major undertaking and as one of the most respected transportation museums in the world it is necessary to only do things that you can do very well. Fortunately, The Henry Ford had a group in place (Railroad Operations) that was responsible to maintain two operating steam locomotives, rolling stock, tracks and signal system to provide historic railroad transportation on a daily basis.
The facility where the Railroad Operations personnel performed this maintenance was the Greenfield Village’s Detroit, Toledo and Milwaukee Roundhouse. Built in 2000 to closely replicate the 1880s DT&M facility in Marshall, Michigan; it was well equipped and had the necessary tools and machines to maintain the Village’s railroad operations.
The expertise to maintain this railroad goes well beyond the service and replacement aspects of a shop. Since there is no steam locomotive “AutoZone”; if something has to be replaced you make it. This requires extensive machining and fabrication capability. Additionally, since replacement of castings or other items sometimes requires detailed relationships with outside suppliers, extensive design and drafting skills were often required.
The physical aspects of Number 7’s restoration began in 2007 with the disassembly process. Disassembly of a locomotive is a time consuming and physically demanding process. Before the major assemblies could be removed many tubes, valves and ancillary systems had to be removed. The fact that these parts had not been touched for over 80 years made this especially challenging.
In September of 2007 the removal of the major components began with the separation of the cab (pictured below) from the chassis. In early December the boiler was removed so it could be worked on with unobstructed access to the areas that would need to be replaced (pictured below).
Early in 2008 the process of removing the sections of the boiler and firebox was started along with the removal of hardened scale from the boiler walls. Work on the boiler proceeding through the year removing the sections that would be replaced and preparing the surfaces for installation of the new ones.
After the preparation phase, fabrication of the new sections of the boiler began. One of the most complicated and demanding sections was the rear tube sheet. This is the part that faces the firebox and holds the heat tubes in place so that the heat generated in the firebox can be drawn through the boiler to heat the water and develop steam.
The first phase of the tube sheet forming began with the use of McCabe flanging tool. This pneumatically powered machine, built in 1921, was a common tool in roundhouses of that period. This machine has the capability of forming flanges on sheet steel up to ¾ of an inch thick. The flanging tool would save a significant amount of work but was limited as it could not flange the tight radius needed for the top corners. Forming those portions of the tube sheet would require hand forming.
To facilitate the hand forming an approximately 1.5 inch thick metal die had to be fabricated. This was done by an outside company to Train Operations developed drawings. The partially formed steel sheet was then rigidly attached to the die and the remaining forming was done after the immediate area being formed was heated to red hot by acetylene torches. The heated portion could then be formed by the use of special hammers. These hammers were made of reinforced hard wood that would not put dent marks in the metal when it struck the red hot steel. Dent marks would structurally weaken the metal. The upper corners of the sheet had be cut at the centerline of the curve so that, when formed, there would be a smooth joint that could be welded with integrity.
After the forming process was completed the sheet would have to be drilled to accept the heat tubes and stay bolts. Since the heat tubes were almost 12 ft. long and required a very close fit at each end to assure sealing; locating and drilling the holes had to be accomplished with complete accuracy.
Work on the boiler continued through the end of 2008 and into 2009 with fabrication of the firebox floor and door sheet. Throughout all of this fabrication the parts had to be very precise to provide accurate fitment. Repairs like these are critical to the safety of a trains operation. Boilers are very closely regulated by the government and all welding has to be done by a boiler certified welder. These welders will not compromise on flushness and alignment of the components to assure high quality welds.
This picture shows the thickness of the metal sheet that had to be formed by hand. Right (photo by Shirley Damps), The formed and drilled tube sheet is ready to be welded to the back of the boiler. The larger (upper) holes are for the heat tubes and the lower holes are for the stay bolts.
The welded elements of the boiler are only part of the story. The non-cylindrical parts like the firebox and crown sheet have to be held in position inside the boiler by a device called a stay bolt. Stay bolts are threaded rods that hold the firebox and crown sheet into position while still allowing the water to circulate around it. New stay bolts would have to be sized and machined for each individual location by the roundhouse crew.
Once the stay bolts are installed (above) the exposed ends are “upset” like a rivet so they are sealed and fixed into position. When the stay bolt is fabricated it is drilled down its center (above)so that if it cracks or breaks during service, a small trail of water or rust will appear on the head indicating an internal failure of the stay bolt.
A locomotive boiler like the one in Number 7 has hundreds of these bolts that have to be individually machined to assure proper fit and sealing. Many of these would have to be replaced due to the new sections of the boiler.
this photo shows the threaded stay bolts in place. Once installed the heads are “upset” like rivets.
Once the components of the boiler were installed it was painted with high temperature epoxy paint and the insulation blocks began to be installed. The “calcium silicate” insulator blocks (above) replaced the asbestos removed in 1997 and was necessary to help keep heat in the boiler and provide an insulated barrier to protect the “jacketing.” The “jacketing” was decorative but primarily served to keep the insulation blocks in place, heat inside the boiler and protect train personnel.
this later photo shows the installation of the first piece of jacketing (center) over the insulation.
Parallel to the work on the boiler was the restoration of the tender. To ensure that Number 7 would have a tender that would hold up to daily use it was decided that a new frame would be required. Additionally, the original frames wooden construction would be replaced by a stronger all steel frame assembly, an option on the original factory builds.
The upper part of the tender was sand blasted to bare metal and the 3,350 gallon water tank was tested to assure integrity. After the sandblasting was complete, it was painted the “as delivered” green with the name Detroit & Lima Northern hand painted on the side along with the painted trim indicated by the Baldwin photos.
Although the Baldwin “as built” information identified a specific color name there were no color chips to tell exactly what that name actually looked like. The color established was the result of significant research and the color mix selected came from Chris Dewitt of the Nevada State Railroad Museum. A 1913 Baldwin in their collection had a small section that provided the only known “color chip” of the original paint. This sample was analyzed and they provided a chip from that analysis for our restoration. For the railroad purists it is important to note that each Baldwin painter mixed his own paint; it is unlikely that anyone could point to a replicated color and say “this was an exact match.”
The tender restoration was completed later in the year and the work on Number 7 locomotive started to show real progress.
Don LaCombe is former Supervisor of the Transportation and Crafts Program at The Henry Ford.Additional Readings:
- Allegheny Locomotive: Can-Do Experience
- Allegheny Steam Locomotive, 1941
- Part One: Number 7 Is on Track
- Canadian Pacific Snowplow, 1923
Greenfield Village, collections care, making, #Behind The Scenes @ The Henry Ford, by Don LaCombe, trains, railroads
Mr. Irving: His Life and Legend
Back in the late 1990s when The Henry Ford offered the Legend of Sleepy Hollow and the Story of Ichabod Crane program in Greenfield Village, there was a need to flesh out some areas with unique, yet iconic “set dressing” that would augment the rural and spooky flavor of the story we were trying to tell. Scarecrows were ubiquitous fixtures of kitchen gardens and some field crops over the years to deter birds and other such creatures from unintentional feasting. “Scarecrows” are still used today although a variety of designs, materials and articulations are very few of which take on a human form or shape - a far cry from the days of old.
It didn't take long until our team was challenged with the premise that we needed something large enough to make a visual impact and yet manageable and nimble enough to be used as temporary structure. Inspiration began to pour in from various imagery, films and shows, and descriptive language from literature, along with my own imagination, I created a 16-foot tall scarecrow affectionately named Mr. Irving after author George Washington Irving. Since those autumn nights more than 15 years ago and still today, Mr. Irving has been a part of the Greenfield Village’s fall and Hallowe’en programming. He has been photographed by thousands of guests and his inspiration lives on with many Mr. Irving lookalikes popping up in yards all over southeastern Michigan.
How did we do it?
making, holidays, Hallowe'en in Greenfield Village, Halloween, Greenfield Village, events, by Brian James Egen, #Behind The Scenes @ The Henry Ford
A Vaudeville Hallowe'en
New to Hallowe’en in Greenfield Village this year is the Top Hat Side Show. Led by Andrew D'Ascenzo, a professional circus and fire performer, the vaudeville-style show features unique acts in several fields including circus, fire, sideshow, magic, and comedy. Vaudeville performances aren’t new to The Henry Ford; every summer in Greenfield Village our dramatic programs in Town Hall combine music, comedy, and dance revues that pay homage to the great music and zany humor found in vaudeville. Continue Reading
holidays, Hallowe'en in Greenfield Village, Halloween, Greenfield Village, events, by Lish Dorset
From Dreamland to Disneyland: American Amusement Parks
Suwanee Park, a turn-of-the-century-style amusement area, opened in Greenfield Village in 1974—featuring an authentic, hand-carved wooden carousel made by the Herschell-Spillman Company. While this carousel may have seemed quaint and nostalgic in 1974, it harkened back to a time when amusement parks were new and novel, delighting young and old with their promise of escape, entertainment, and thrills.
Beginnings
American amusement parks had their roots in European pleasure gardens—large park-like settings in which people relaxed, strolled, and socialized. Over time, pleasure gardens—like Tivoli in Copenhagen, Denmark, and Vauxhall in London, England—added refreshment stands and sporting activities like tennis and shuffleboard, then noisier features like balloon ascensions, concerts, plays, and crude mechanical rides. Lights were installed to keep the parks open at night. Fireworks displays became eagerly anticipated nightly events.
The World’s Columbian Exposition, held in Chicago in 1893, was the first international fair in America to offer a distinctive amusement area in addition to the formal exhibits. This mile-long “Midway Plaisance” included an international village of restaurants and entertainment, along with a variety of concessions, side shows, and mechanical rides. The crowd-pleasing Midway inspired the creation of American amusement parks. Continue Reading
Greenfield Village, by Donna R. Braden, popular culture, Disney
Turn, Turn, Turn
As the story goes, William Ford traveled to Philadelphia for the Centennial Exposition in 1876. William, a farmer from Springwells Township in Wayne County, Mich., took a keen interest in the agricultural displays. One device struck him as particularly useful, a Stover Windmill, or as the Stover Wind Engine Company's advertisement called it, "Stover's Automatic Wind Engine." Continue Reading
Greenfield Village history, Henry Ford, Greenfield Village buildings, Greenfield Village, Ford family, power, agriculture